Vehicles and their protection methods and devices, computer-readable storage media

Abstract

This invention discloses a vehicle and its protection method and device, as well as a computer-readable storage medium. The method includes: acquiring, for each wheel, a first relative displacement and relative velocity between the wheel and the vehicle body; determining an over-limit control activation limit based on the relative velocity; and controlling the vehicle's active suspension and active stabilizer bar based on the first relative displacement and the over-limit control activation limit to provide over-limit protection against the first relative displacement between the wheel and the vehicle body. The protection method of this invention can effectively reduce the occurrence of over-limit relative displacement between the vehicle body and wheels, ensuring vehicle driving safety, and providing more flexible and faster control when controlling the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to a vehicle protection method, a computer-readable storage medium, a vehicle, and a vehicle protection device. Background Technology

[0002] As driving scenarios become increasingly complex, there are more and more cases of vehicle bodies and wheels exceeding the limits of relative displacement. Vehicle problems caused by exceeding the limits of relative displacement of the vehicle body and wheels are receiving more and more attention. Therefore, controlling the limits of relative displacement of vehicle bodies and wheels is becoming increasingly important.

[0003] Traditional methods for preventing the relative displacement limits between the car body and wheels primarily rely on mechanical design; however, this approach comes at the cost of sacrificing some driving comfort. Modern cars increasingly feature continuously damped shock absorbers and active stabilizer bars, providing a foundation for controlling over-limit relative displacement between the car body and wheels. However, current control methods for this purpose are relatively immature and cannot meet the demands of a growing number of operating scenarios. Summary of the Invention

[0004] This invention aims to at least partially solve one of the technical problems in related technologies. Therefore, the first objective of this invention is to propose a vehicle protection method that, by controlling the vehicle's active suspension and active stabilizer bar, can effectively reduce the excessive relative displacement between the vehicle body and wheels, ensuring vehicle driving safety, and providing more flexible and faster control.

[0005] A second objective of this invention is to provide a computer-readable storage medium.

[0006] The third objective of this invention is to provide a vehicle.

[0007] The fourth objective of this invention is to provide a vehicle protection device.

[0008] To achieve the above objectives, a first aspect of the present invention provides a vehicle protection method, comprising: acquiring, for each wheel, a first relative displacement and relative velocity between the wheel and the vehicle body; determining an over-limit control activation limit based on the relative velocity; and controlling the vehicle's active suspension and active stabilizer bar based on the first relative displacement and the over-limit control activation limit to provide over-limit protection against the first relative displacement between the wheel and the vehicle body.

[0009] According to the vehicle protection method of this invention, firstly, for each wheel, the first relative displacement and relative velocity between the wheel and the vehicle body are acquired. Then, an over-limit control activation limit is determined based on the relative velocity. Finally, based on the first relative displacement and the over-limit control activation limit, the vehicle's active suspension and active stabilizer bar are controlled to provide over-limit protection against the first relative displacement between the wheel and the vehicle body. Therefore, this method can effectively reduce the occurrence of over-limit situations in the relative displacement between the vehicle body and the wheels, ensuring vehicle driving safety. Furthermore, the control of the vehicle is more flexible and has a faster response speed.

[0010] In addition, the vehicle protection method according to the above embodiments of the present invention may also have the following additional technical features:

[0011] According to one embodiment of the present invention, controlling the active suspension and active stabilizer bar of a vehicle based on a first relative displacement and an over-limit control activation limit includes: controlling the active suspension and active stabilizer bar of the vehicle when the first relative displacement is less than the first over-limit control activation limit; and controlling the active suspension of the vehicle when the first relative displacement is greater than or equal to the first limit and less than the second over-limit control activation limit; wherein the first over-limit control activation limit < the first limit < the second over-limit control activation limit, and the first limit is the sum of the first over-limit control activation limit and a first margin.

[0012] According to one embodiment of the present invention, controlling the active suspension and active stabilizer bar of a vehicle includes: acquiring a second relative displacement between the coaxial wheel and the vehicle body; when the second relative displacement is greater than or equal to a first limit and the displacement difference between the first relative displacement and the second relative displacement is greater than a preset difference, jointly controlling the active suspension and the active stabilizer bar; and controlling the active suspension when the second relative displacement is greater than or equal to the first limit and the displacement difference between the first relative displacement and the second relative displacement is less than or equal to a preset difference, or when the second relative displacement is less than a first over-limit control activation limit.

[0013] According to one embodiment of the present invention, joint control of the active suspension and the active stabilizer bar includes: adjusting the damping force of the continuous damping shock absorber corresponding to the wheel and the active anti-roll moment of the active stabilizer bar until both the first relative displacement and the second relative displacement are greater than or equal to a first limit value.

[0014] According to one embodiment of the present invention, controlling the active suspension includes: adjusting the damping force of the continuous damping shock absorber corresponding to the wheel until the first relative displacement is greater than or equal to a second limit, wherein the second limit is the sum of a second over-limit control activation limit and a second margin.

[0015] According to one embodiment of the present invention, obtaining a first relative displacement and relative velocity between a wheel and a vehicle body includes: obtaining a first relative displacement through a displacement sensor on an active suspension; and determining a relative velocity based on the first relative displacement.

[0016] According to one embodiment of the present invention, determining an over-limit control activation limit based on relative speed includes: determining the over-limit control activation limit based on relative speed and a preset relationship, wherein the preset relationship is used to characterize the relationship between relative speed and the over-limit control activation limit.

[0017] To achieve the above objectives, a second aspect of the present invention provides a computer-readable storage medium having a program stored thereon that, when executed by a processor, implements the above-described vehicle protection method.

[0018] According to the computer-readable storage medium of the present invention, by implementing the above-described vehicle protection method during execution, the situation of excessive relative displacement between the vehicle body and wheels can be effectively reduced, ensuring the safety of vehicle driving, and the control of the vehicle is more flexible and has a faster response speed.

[0019] To achieve the above objectives, a third aspect of the present invention provides a vehicle including a memory, a processor, and a program stored in the memory and executable on the processor. When the processor executes the program, it implements the above-described vehicle protection method.

[0020] According to the embodiments of the present invention, by implementing the above-described vehicle protection method, the vehicle can effectively reduce the situation of excessive relative displacement between the vehicle body and the wheels, ensure the safety of vehicle driving, and make the control of the vehicle more flexible and the response speed faster.

[0021] To achieve the above objectives, a fourth aspect of the present invention provides a vehicle protection device, comprising: an acquisition module for acquiring a first relative displacement and relative velocity between the wheel and the vehicle body for each wheel; a determination module for determining an over-limit control activation limit based on the relative velocity; and a protection module for controlling the vehicle's active suspension and active lateral stabilizer bar based on the first relative displacement and the over-limit control activation limit to provide over-limit protection against the first relative displacement between the wheel and the vehicle body.

[0022] According to an embodiment of the present invention, a vehicle protection device includes an acquisition module for acquiring the first relative displacement and relative velocity between each wheel and the vehicle body; a determination module for determining an over-limit control activation limit based on the relative velocity; and a protection module for controlling the vehicle's active suspension and active stabilizer bar based on the first relative displacement and the over-limit control activation limit, thereby providing over-limit protection against the first relative displacement between the wheel and the vehicle body. Therefore, this device can effectively reduce the occurrence of over-limit relative displacement between the vehicle body and wheels, ensuring vehicle driving safety, and providing more flexible and faster control when controlling the vehicle.

[0023] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0024] Figure 1 A flowchart of a vehicle protection method according to an embodiment of the present invention;

[0025] Figure 2 This is a schematic diagram of the vehicle body and wheel positions according to a specific example of the present invention;

[0026] Figure 3 This is a schematic diagram of the vehicle body and wheel positions according to another specific example of the present invention;

[0027] Figure 4 This is a schematic diagram of the vehicle body and wheel positions according to another specific example of the present invention;

[0028] Figure 5 A flowchart illustrating a vehicle protection method according to a specific example of the present invention;

[0029] Figure 6 A schematic block diagram of a vehicle according to an embodiment of the present invention;

[0030] Figure 7 This is a block diagram of a vehicle protection device according to an embodiment of the present invention. Detailed Implementation

[0031] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0032] The following description, with reference to the accompanying drawings, outlines a vehicle protection method, a computer-readable storage medium, a vehicle, and a vehicle protection device according to embodiments of the present invention.

[0033] Figure 1This is a flowchart of a vehicle protection method according to an embodiment of the present invention.

[0034] like Figure 1 As shown, the vehicle protection method of this embodiment may include the following steps:

[0035] S1, for each wheel, obtain the first relative displacement and relative velocity between the wheel and the vehicle body.

[0036] According to one embodiment of the present invention, obtaining a first relative displacement and relative velocity between a wheel and a vehicle body includes: obtaining a first relative displacement through a displacement sensor on an active suspension; and determining a relative velocity based on the first relative displacement.

[0037] Specifically, during vehicle operation, the four wheels are independently controlled, with each wheel corresponding to a relative displacement and a relative velocity. That is, for each wheel, the first relative displacement and relative velocity between each wheel and the vehicle body are acquired. For example, after installing a vehicle body displacement sensor on the active suspension, the relative displacement signal between each wheel (at the wheel centerline) and the vehicle body can be collected through the vehicle body displacement sensor. After acquiring the relative displacement signal, the signal is filtered to improve the signal's anti-interference and noise ratio. Based on the filtered relative displacement signal, the relative displacement (first relative displacement) between each wheel and the vehicle body can be calculated. After acquiring the first relative displacement, the relative velocity can be determined based on the first relative displacement. For example, the relative velocity can be determined based on the first relative displacement and the time required for the first relative displacement to occur.

[0038] S2, determine the over-limit control activation limit based on relative velocity.

[0039] According to one embodiment of the present invention, determining an over-limit control activation limit based on relative speed includes: determining the over-limit control activation limit based on relative speed and a preset relationship, wherein the preset relationship is used to characterize the relationship between relative speed and the over-limit control activation limit.

[0040] Specifically, after obtaining the relative speed, the over-limit control activation limit can be determined based on the relative speed. For example, the over-limit control activation limit can be determined based on the obtained relative speed and a preset relationship. In the preset relationship, the relative speed and the over-limit control activation limit are corresponding; that is, after determining the relative speed, the corresponding over-limit control activation limit can be determined based on the relative speed. Figure 3 and Figure 4 As shown, the over-limit control activation limit L and limit H can be obtained by looking up the relationship table. The limit H is less than the limit L, which means that the limit H represents the vehicle body being closer to the wheel, indicating a more dangerous situation.

[0041] S3, based on the first relative displacement and the over-limit control activation limit, controls the vehicle's active suspension and active lateral stabilizer bar to provide over-limit protection against the first relative displacement between the wheel and the vehicle body.

[0042] According to one embodiment of the present invention, controlling the active suspension and active stabilizer bar of a vehicle based on a first relative displacement and an over-limit control activation limit includes: controlling the active suspension and active stabilizer bar of the vehicle when the first relative displacement is less than the first over-limit control activation limit; and controlling the active suspension of the vehicle when the first relative displacement is greater than or equal to the first limit and less than the second over-limit control activation limit; wherein the first over-limit control activation limit < the first limit < the second over-limit control activation limit, and the first limit is the sum of the first over-limit control activation limit and a first margin. The first margin is a hysteresis setting to prevent frequent activation and deactivation of control, and can be determined according to actual conditions.

[0043] Specifically, after obtaining the first relative displacement, it is compared with the first over-limit control activation limit. When the first relative displacement is less than the first over-limit control activation limit, it indicates that the distance between the vehicle body and the wheel is relatively close. In this case, the vehicle's active suspension and active stabilizer bar can be controlled to protect the vehicle. For example, for the vehicle's left front wheel, if the relative displacement between the left front wheel and the vehicle body is less than the first over-limit control activation limit, combined control can be used. This involves controlling the vehicle's active suspension and active stabilizer bar to provide over-limit protection for the relative displacement between the wheel and the vehicle body. The active stabilizer bar prevents excessive lateral roll during cornering, maintaining vehicle balance as much as possible. If one wheel is close to the vehicle body, the roll force on the other side can be adjusted to prevent the distance on the closer side from becoming too small, thus providing over-limit protection for the relative displacement between the wheel and the vehicle body. When the first relative displacement is greater than or equal to the first limit and less than the second over-limit control activation limit, the vehicle's active suspension can be controlled. For example, for the right rear wheel of the vehicle, if the relative displacement between the right rear wheel and the vehicle body is greater than or equal to the first limit and less than the second over-limit control activation limit, since the relative displacement between the vehicle and the vehicle body is relatively far, joint control is not required. That is, it is not necessary to control the vehicle's active suspension and the vehicle's active anti-roll bar to protect the wheel from over-limits in the relative displacement between the wheel and the vehicle body. The first relative displacement between the wheel and the vehicle body can be protected from over-limits by controlling the vehicle's active suspension.

[0044] Furthermore, according to one embodiment of the present invention, controlling the active suspension and active stabilizer bar of a vehicle includes: acquiring a second relative displacement between the coaxial wheel and the vehicle body; when the second relative displacement is greater than or equal to a first limit and the displacement difference between the first relative displacement and the second relative displacement is greater than a preset difference, jointly controlling the active suspension and the active stabilizer bar; and controlling the active suspension when the second relative displacement is greater than or equal to the first limit and the displacement difference between the first relative displacement and the second relative displacement is less than or equal to the preset difference, or when the second relative displacement is less than a first over-limit control activation limit. The preset difference can be determined according to actual conditions.

[0045] Specifically, when controlling the vehicle's active suspension and active stabilizer bar, the relative displacement (second relative displacement) between the coaxial wheel and the vehicle body is first acquired. This second relative displacement is then compared to a first limit, and the difference between the first and second relative displacements is compared to a preset difference. When the second relative displacement is greater than or equal to the first limit and the difference between the first and second relative displacements is greater than the preset difference, joint control of the active suspension and active stabilizer bar can be implemented. For example, if the relative displacement between the left front wheel and the vehicle body is acquired by a vehicle displacement sensor as A (first relative displacement), and the relative displacement between the right front wheel and the vehicle body is acquired as B (second relative displacement), when the relative displacement B is greater than or equal to the first limit, and the difference between relative displacement A and relative displacement B is greater than a certain value, joint control of the active suspension and active stabilizer bar can be implemented. When the second relative displacement is greater than or equal to the first limit and the displacement difference between the first relative displacement and the second relative displacement is less than or equal to the preset difference, the active suspension can be controlled; or when the second relative displacement is less than the first over-limit control activation limit, that is, when the coaxial wheels are simultaneously less than the first over-limit control activation limit, the active lateral stabilizer bar can no longer play an adjustment role, and the active suspension can be controlled.

[0046] Furthermore, according to one embodiment of the present invention, joint control of the active suspension and the active stabilizer bar includes: adjusting the damping force of the continuous damping shock absorber corresponding to the wheel and the active anti-roll moment of the active stabilizer bar until both the first relative displacement and the second relative displacement are greater than or equal to the first limit value.

[0047] Specifically, when jointly controlling the active suspension and active stabilizer bar, the damping force of the corresponding continuous damping shock absorber (electromagnetic shock absorber) and the active anti-roll moment of the active stabilizer bar can be adjusted to convert them into motion resistance to limit the relative displacement between the vehicle body and the wheels. For example, through PID (Proportion Integration Differential) control, the goal is to ensure that the minimum relative displacement between the coaxial vehicle body and the wheels is greater than a first over-limit control activation limit. The controller calculates the required target damping force and target active anti-roll moment based on the target and achieves the target control through the electromagnetic shock absorber and active stabilizer bar. When the first relative displacement is greater than or equal to the first limit, and the second relative displacement is also greater than or equal to the first limit, the control of the active suspension and active stabilizer bar can be stopped.

[0048] Furthermore, according to one embodiment of the present invention, controlling the active suspension includes: adjusting the damping force of the continuous damping shock absorber corresponding to the wheel until the first relative displacement is greater than or equal to a second limit value, wherein the second limit value is the sum of a second over-limit control activation limit value and a second margin. The second margin value is set to prevent hysteresis caused by frequent activation and deactivation of the control, and can be determined according to actual conditions.

[0049] Specifically, when controlling the active suspension, the damping force of the continuous damping shock absorber corresponding to the wheel can be adjusted. For example, the damping force can be changed by controlling the current to change the damping of the shock absorber, thereby changing the output suspension damping force to limit the relative displacement between the vehicle body and the wheel. When the relative displacement between the vehicle body and the wheel is far, for example, when the first relative displacement is greater than or equal to the second limit, where the second limit is equal to the sum of the second over-limit control activation limit and the second margin, the control of the active suspension can be stopped.

[0050] In summary, the technical solution of this invention is to prevent the relative displacement between the vehicle body and wheels from exceeding the limit, such as... Figure 2 As shown, to make the relative displacement between the vehicle body and wheels exceed the MIN value, the active suspension first identifies the relative displacement and relative velocity between the vehicle body and wheels using the vehicle body displacement sensor. Then, based on the obtained relative velocity, an over-limit control activation limit is set, which can be divided into two levels, such as... Figure 3 and 4As shown in the figure, the displacement over-limit protection activation limit value L (the second over-limit control activation limit value) and the limit value H (the first over-limit control activation limit value) can be obtained by looking up a table. When level L is activated, the relative displacement between the vehicle body and the wheels is controlled by adjusting the suspension damping. When level H is activated, it is judged whether the active lateral stabilizer bar is available. If it is available, the active lateral stabilizer bar and the active suspension are jointly controlled to prevent the relative displacement between the vehicle body and the wheels from exceeding the limit. Finally, the active suspension and the active lateral stabilizer bar of the vehicle are controlled, that is, the relative displacement between the vehicle body and the wheels is controlled by changing the suspension damping C and the force F. Among them, Figures 2 to 4 in this case, the damping C is the control output of the continuous damping shock absorber, the force F is obtained by converting the torque output by the active lateral stabilizer bar, and K refers to the suspension spring stiffness. Thus, the relative displacement and speed are monitored in real time, the system response speed is faster, and the activation limit value can be adjusted according to the actual working conditions, and the control is more flexible. By controlling the active suspension and the active lateral stabilizer bar of the vehicle, the situation where the relative displacement between the vehicle body and the wheels exceeds the limit can be effectively reduced, and the driving safety of the vehicle is ensured.

[0051] The following combines Figure 5 to describe the protection method of the present invention.

[0052] As a specific example, the protection method of the vehicle of the present invention may include the following steps:

[0053] S101, obtaining the first relative displacement and the relative speed between the wheel and the vehicle body.

[0054] S102, determining the over-limit control activation limit values H and L according to the relative speed and the preset relationship, where H is less than L.

[0055] S103, judging whether the first relative displacement is <H. If so, execute step S104; if not, execute step S109.

[0056] S104, obtaining the second relative displacement between the coaxial wheel of the wheel and the vehicle body.

[0057] S105, judging whether the second relative displacement is ≥ the first limit value and whether the displacement difference between the first relative displacement and the second relative displacement is > the preset difference. If so, execute step S106; if not, execute step S107.

[0058] S106, adjusting the damping force of the continuous damping shock absorber corresponding to the wheel and the active anti-roll moment of the active lateral stabilizer bar until both the first relative displacement and the second relative displacement are greater than or equal to the first limit value, and enter step S101.

[0059] S107, determine whether the second relative displacement is ≥ the first limit value and whether the displacement difference between the first relative displacement and the second relative displacement is ≤ the preset difference, or whether the second relative displacement is less than H. If yes, execute step S108; if no, execute step S106.

[0060] S108, adjust the damping force of the continuous damping shock absorber corresponding to the wheel until the first relative displacement is greater than or equal to the second limit value, and enter step S101.

[0061] S109, determine whether the first relative displacement is > the first limit value. If yes, execute step S110; if no, execute step S101.

[0062] S110, deactivate the active suspension and the active anti-roll bar control.

[0063] S111, determine whether the first relative displacement is ≥ the first limit value and < L. If yes, execute step S108; if no, execute step S112.

[0064] S112, determine whether the first relative displacement is > the second limit value. If yes, execute step S113; if no, execute step S101.

[0065] S113, deactivate the active anti-roll bar control.

[0066] In summary, according to the vehicle protection method of the embodiments of the present invention, first, for each wheel, obtain the first relative displacement and relative speed between the wheel and the vehicle body, then determine the overrun control activation limit value according to the relative speed, and finally, according to the first relative displacement and the overrun control activation limit value, control the active suspension and the active anti-roll bar of the vehicle to perform overrun protection on the first relative displacement between the wheel and the vehicle body. Thus, this method can effectively reduce the situation of overrun of the relative displacement between the vehicle body and the wheel, ensure the safety of vehicle driving, and when controlling the vehicle, the control is more flexible and the response speed is fast.

[0067] Corresponding to the above embodiments, the present invention also provides a computer-readable storage medium.

[0068] The computer-readable storage medium of the embodiments of the present invention stores a program, which when executed by a processor implements the above-mentioned vehicle protection method.

[0069] According to the computer-readable storage medium of the embodiments of the present invention, by executing the above-mentioned vehicle protection method, it can effectively reduce the situation of overrun of the relative displacement between the vehicle body and the wheel, ensure the safety of vehicle driving, and when controlling the vehicle, the control is more flexible and the response speed is fast.

[0070] Corresponding to the above embodiments, the present invention also provides a vehicle.

[0071] like Figure 6 As shown, the vehicle 200 in this embodiment of the invention may include: a memory 210, a processor 220, and a program stored in the memory 210 and executable on the processor 220. When the processor 220 executes the program, it implements the above-described vehicle protection method.

[0072] According to the embodiments of the present invention, by implementing the above-described vehicle protection method, the vehicle can effectively reduce the situation of excessive relative displacement between the vehicle body and the wheels, ensure the safety of vehicle driving, and make the control of the vehicle more flexible and the response speed faster.

[0073] Corresponding to the above embodiments, the present invention also proposes a vehicle protection device.

[0074] like Figure 7 As shown, the vehicle protection device 100 of this embodiment includes: an acquisition module 110, a determination module 120, and a protection module 130.

[0075] The acquisition module 110 acquires the first relative displacement and relative velocity between each wheel and the vehicle body. The determination module 120 determines the over-limit control activation limit based on the relative velocity. The protection module 130 controls the vehicle's active suspension and active stabilizer bar based on the first relative displacement and the over-limit control activation limit to provide over-limit protection against the first relative displacement between the wheel and the vehicle body.

[0076] According to one embodiment of the present invention, the protection module 130 controls the active suspension and active stabilizer bar of the vehicle based on a first relative displacement and an over-limit control activation limit. Specifically, it controls the active suspension and active stabilizer bar of the vehicle when the first relative displacement is less than the first over-limit control activation limit; and controls the active suspension of the vehicle when the first relative displacement is greater than or equal to the first limit and less than the second over-limit control activation limit. Wherein, the first over-limit control activation limit < the first limit < the second over-limit control activation limit, and the first limit is the sum of the first over-limit control activation limit and the first margin.

[0077] According to one embodiment of the present invention, the protection module 130 controls the active suspension and active stabilizer bar of the vehicle, specifically for: acquiring the second relative displacement between the coaxial wheel and the vehicle body; when the second relative displacement is greater than or equal to a first limit and the displacement difference between the first relative displacement and the second relative displacement is greater than a preset difference, jointly controlling the active suspension and the active stabilizer bar; when the second relative displacement is greater than or equal to the first limit and the displacement difference between the first relative displacement and the second relative displacement is less than or equal to the preset difference, or when the second relative displacement is less than a first over-limit control activation limit, controlling the active suspension.

[0078] According to one embodiment of the present invention, the protection module 130 performs joint control of the active suspension and the active anti-roll moment of the active anti-roll bar, specifically for: adjusting the damping force of the continuous damping shock absorber corresponding to the wheel and the active anti-roll moment of the active anti-roll bar until both the first relative displacement and the second relative displacement are greater than or equal to the first limit value.

[0079] According to one embodiment of the present invention, the protection module 130 controls the active suspension, specifically for: adjusting the damping force of the continuous damping shock absorber corresponding to the wheel until the first relative displacement is greater than or equal to the second limit value, wherein the second limit value is the sum of the second over-limit control activation limit value and the second margin.

[0080] According to one embodiment of the present invention, the acquisition module 110 acquires the first relative displacement and relative velocity between the wheel and the vehicle body, specifically for: acquiring the first relative displacement through a displacement sensor on the active suspension; and determining the relative velocity based on the first relative displacement.

[0081] According to one embodiment of the present invention, the determining module 120 determines the over-limit control activation limit based on the relative speed, specifically for: determining the over-limit control activation limit based on the relative speed and a preset relationship, wherein the preset relationship is used to characterize the relationship between the relative speed and the over-limit control activation limit.

[0082] It should be noted that for details not disclosed in the vehicle protection device of this embodiment, please refer to the details disclosed in the vehicle protection method of this embodiment, which will not be repeated here.

[0083] According to an embodiment of the present invention, a vehicle protection device includes an acquisition module for acquiring the first relative displacement and relative velocity between each wheel and the vehicle body; a determination module for determining an over-limit control activation limit based on the relative velocity; and a protection module for controlling the vehicle's active suspension and active stabilizer bar based on the first relative displacement and the over-limit control activation limit, thereby providing over-limit protection against the first relative displacement between the wheel and the vehicle body. Therefore, this device can effectively reduce the occurrence of over-limit relative displacement between the vehicle body and wheels, ensuring vehicle driving safety, and providing more flexible and faster control when controlling the vehicle.

[0084] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0085] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0086] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0087] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0088] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0089] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A method for protecting a vehicle, characterized in that, The method includes: For each wheel, obtain the first relative displacement and relative velocity between the wheel and the vehicle body; The over-limit control activation limit is determined based on the relative velocity; Based on the first relative displacement and the over-limit control activation limit, the active suspension and active stabilizer bar of the vehicle are controlled to provide over-limit protection for the first relative displacement between the wheel and the vehicle body. The step of controlling the vehicle's active suspension and active stabilizer bar based on the first relative displacement and the over-limit control activation limit includes: When the first relative displacement is less than the first over-limit control activation limit, the active suspension and active lateral stabilizer bar of the vehicle are controlled; When the first relative displacement is greater than or equal to the first limit and less than the second over-limit control activation limit, the active suspension of the vehicle is controlled; wherein, the first over-limit control activation limit < the first limit < the second over-limit control activation limit, and the first limit is the sum of the first over-limit control activation limit and the first margin.

2. The method according to claim 1, characterized in that, The control of the vehicle's active suspension and active stabilizer bar includes: Obtain the second relative displacement between the coaxial wheel and the vehicle body; When the second relative displacement is greater than or equal to the first limit and the displacement difference between the first relative displacement and the second relative displacement is greater than a preset difference, the active suspension and the active lateral stabilizer bar are jointly controlled. When the second relative displacement is greater than or equal to the first limit and the displacement difference between the first relative displacement and the second relative displacement is less than or equal to the preset difference, or when the second relative displacement is less than the first over-limit control activation limit, the active suspension is controlled.

3. The method according to claim 2, characterized in that, The joint control of the active suspension and the active stabilizer bar includes: Adjust the damping force of the continuous damping shock absorber corresponding to the wheel and the active anti-rolling moment of the active lateral stabilizer bar until both the first relative displacement and the second relative displacement are greater than or equal to the first limit value.

4. The method according to claim 1 or 2, characterized in that, The control of the active suspension includes: Adjust the damping force of the continuous damping shock absorber corresponding to the wheel until the first relative displacement is greater than or equal to the second limit, wherein the second limit is the sum of the second over-limit control activation limit and the second margin.

5. The method according to claim 1, characterized in that, The step of obtaining the first relative displacement and relative velocity between the wheel and the vehicle body includes: The first relative displacement is obtained by the displacement sensor on the active suspension; The relative velocity is determined based on the first relative displacement.

6. The method according to claim 1, characterized in that, The step of determining the over-limit control activation limit based on the relative velocity includes: The over-limit control activation limit is determined based on the relative speed and the preset relationship, wherein the preset relationship is used to characterize the relationship between the relative speed and the over-limit control activation limit.

7. A computer-readable storage medium, characterized in that, It stores a program that, when executed by a processor, implements the vehicle protection method according to any one of claims 1-6.

8. A vehicle, characterized in that, include: A memory, a processor, and a program stored in the memory and executable on the processor, wherein the processor, when executing the program, implements the vehicle protection method according to any one of claims 1-6.

9. A vehicle protection device, suitable for employing the vehicle protection method according to any one of claims 1-6, characterized in that, The device comprises: The acquisition module is used to acquire the first relative displacement and relative velocity between each wheel and the vehicle body. The determining module is used to determine the over-limit control activation limit based on the relative velocity; The protection module is used to control the active suspension and active stabilizer bar of the vehicle based on the first relative displacement and the over-limit control activation limit, so as to provide over-limit protection for the first relative displacement between the wheel and the vehicle body.

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